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Answers to Examples/Exercises

Example 1 (STAR)

	a.	* = Part-time operation; ATIS = Automatic Terminal Information Service.
	b.	The Transition Level is allocated by ATC; the Transition Altitude is 6000 ft.
		Transition Level is the lowest level available for use above the transition altitude.
		Transition Altitude is the altitude at or below which the vertical position of the
		aircraft is controlled by reference to altitudes. Transition layer is the airspace between
		the transition altitude and transition level.
		(Ref. ICAO Doc 4444-RAC/501)
	c.	As directed by ATC.
	d.	For arrivals from the West and Northwest: When the OCK VOR or DME is unserviceable
	10	use EPSOM (EPM) 1A, 1D, 1F arrivals.
		Holding speed in the London TMA up to and including FL140 is MAX IAS 220 kt. At
	e.
	Answers	FL150 and above standard ICAO holding speeds apply. I.e.
		Above FL140 to 200 inclusive: 240 kt in normal conditions; 280 kt or Mach 0.8, whichever
		is less, in turbulent conditions.
		Above FL200 to 340 inclusive: 265 kt in normal conditions; 280 kt or Mach 0.8, whichever
		is less, in turbulent conditions.
		Above FL340: Mach 0.83 in all conditions.
		(Ref. ICAO Doc 8168-OPS/611 Vol. 1, page 4-3)
	f.	80’.
	g.	KENET is a non-compulsory airspace fix.
	h.	LON: VOR 277° radial; DME 37 NM. OCK: VOR 293° radial; DME 40 NM.
	i.	SLP = Speed Limiting Point.
	j.	X = non-compulsory airspace fix; the shaded square = Speed Limiting Point.
	k.	“Maintain MAX IAS 250 KT from position 3 min before holding facility or position (SLP)
		shown on chart”
	l.	Pilots should plan for a possible descent clearance as follows:
		OCK 1F: FL140 10 NM before Nigit Int (intersection).

m.37 NM.

n.i. HON

ii.113.65 MHz.

iii.DME capability is indicated by a small “D” preceding the VOR frequency.

o.Holding Pattern or Racetrack Pattern. Inbound to the OCK VOR on the 332° radial. Outbound from overhead the VOR onto a track of 152°(M) to a maximum range of 9 NM (D9) from the OCK DME. 7000 indicates the minimum holding altitude (MHA).

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Example 2 (Approach Chart)

a.i) Heathrow Director, Approach Control Radar available, frequency 119.72MHz.

ii)The altimeter setting information is given in hectopascals (inches on request). The runway elevation of 3 Hpa (3 mb), which equals 90 ft roughly, is the barometric pressure equivalent for the QFE altimeter setting. This value is subtracted from the reported QNH setting to obtain QFE. The height reference datum will be the runway threshold elevation (Rwy), airport elevation (Apt) or the runway touchdown zone elevation (TDZ), as applicable.

iii)The transition altitude 6000’ based on QNH and 5923’ based on QFE; the difference, 77’, equates to the elevation of the runway touchdown point.

b.i) The Instrument Approach Chart Minimum Safe Altitude (MSA), supplied by the controlling authority, is the minimum safe altitude which provides up to 1000’ obstacle clearance within a 25 NM radius from the navigational facility upon which the MSA is predicted. If the radius is other than 25 NM it is stated. This altitude is for emergency use only and does not necessarily guarantee navaid reception. When the MSA is divided into sectors, with each sector a different altitude, the altitudes in these sectors are referred to as “minimum sector altitudes”

ii)	2300’.
c.	: Advise ATC if unable to receive DME. Equivalent radar fix will be provided at
	7.5 NM and 4 NM from the ILL ILS localizer.
	LOC: Not available without the ILS DME.
	Initial and intermediate approach valid up to 220 kt IAS. ILS DME reads zero at
	threshold of runway 27.

d.The ILS localizer frequency is 109.5 MHz; the ILS call sign is ILL and the * = part-time operation.

e.IAF = Initial Approach Fix based upon the BOVINGDON VOR/DME, frequency 113.75 MHz, call sign BNN. D = Distance Measuring Equipment available. When the BNN VOR/ DME is unserviceable use the position at BOVVA which is defined by the 321 radial at 32 NM from the Biggin VOR/DME (see JM STAR 10-2A).

f.The Missed Approach Holding is based upon the CHILTERN Non-directional Beacon (NDB)/Locator, call sign CHT, frequency 277 kHz; race-track pattern inbound 293°(M) to the overhead then left turn outbound onto 113°(M).

g.The route from the BNN VOR/DME is an approach transition; the 096 radial and small arrowhead is a cross radial

h.274°(M), its QDM.

i.Refer to the en route chart E(LO)2. It extends from the ground to 1400’ and operates from 0800-2359 local time and 1400 to 2200 local time when notammed.

j)77’.

k.1410’ QNH; 1333’ QFE; (77’ difference).

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l.D = AIRCRAFT APPROACH CATEGORY and speed of 141/165 kt, which is 1.3VSO. The

Obstacle Clearance Altitude/Height (OCA/H) are 264’, QNH and 187’, QFE. VSO = the stall speed or the minimum steady flight speed in the landing configuration.

OCA (H) is the lowest altitude or height above the elevation of the relevant runway threshold or aerodrome elevation as applicable, used in establishing compliance with appropriate obstacle clearance criteria. For a precision approach procedure (i.e. ILS localizer and glide slope serviceable) it is the lowest altitude or height above the relevant runway threshold, at which a missed approach must be initiated to ensure compliance with the appropriate obstacle clearance criteria. (Ref. ICAO Doc 8168, 1993)

m.TCH 56’ = ILS glide slope threshold crossing height.

n.Final Approach Fix (FAF) 7.5 NM DME range from the runway threshold, 8.7 NM DME range from LON VOR/DME; 2500’ (2423’) is the minimum glide slope intercept altitude or height.

o.Glide slope altitude (1405’) and height (1328’) at 4 NM ILS ILL DME range from touchdown.

p.The M symbol and arrow signifies the non-precision approach (i.e. localizer only serviceable, no glide slope information) Missed Approach Point (MAPt/MAP). The arrow without the dashes means the applicable Decision Altitude or Height (DA/H) for the precision approach ILS procedure (localizer and glide slope serviceable).

q.The DA/H is 277’ (QNH)/200’(QFE); the MDA/H for the localizer only (glide slope out) approach is 490’ (QNH)/413’ (QFE).

r.The missed approach is: “Climb straight ahead to 3000’ (2923’) then as directed by ATC (Max IAS 185 kt). In the event of complete radio failure see 11-7.”

s.Non-precision Approach and landing operations. An instrument approach and landing which does not utilize electronic glide path guidance, i.e. localizer only ILS, VHF Omnirange (VOR), Non-directional Beacon (NDB), VOR/DME, etc., approaches.

Minimum Descent Altitude/Height (MDA/H). A specified altitude/height in a nonprecision approach or a circling approach below which descent may not be made without visual reference.

Precision Approach and landing operations. An instrument approach and landing using precision azimuth and glide path guidance with minima as determined by the category of operation, i.e. ILS, MLS and Precision Approach Radar (PAR).

Decision Altitude/Height (DA/H) is a specified altitude or height in the precision approach at which a missed approach must be initiated if the required visual reference to continue the approach has not been established; DA is referenced to mean sea level (QNH) and DH to the threshold elevation (QFE). The required visual reference means that section of the visual aids or of the approach area which should have been in view for sufficient time for the pilot to have made an assessment of the aircraft position and rate of change of position, in relation to the desired flight-path.

Runway Visual Range (RVR) is the maximum distance a pilot 15 ft above the runway in the touchdown area can see marker boards by day or night when looking in the direction of take-off or landing. (ref. Meteorology book).

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Missed Approach Point (MAPt). That point in an instrument approach procedure at or before which the prescribed missed approach procedure must be initiated to ensure minimum obstacle clearance.

Missed Approach Procedure. The procedure to be followed if the approach cannot be continued. (Ref. ICAO Doc 9365-AN/910, 2nd Ed., 1991)

t.ALS out = approach lights out of service; TDZ or CL out = Touchdown lights or centre line lights out of service.

u.3°; 803 ft/min

v.The MAP or MAPt is at .5 NM from the ILL ILS DME, which is .5 NM from the threshold.

w.800 m and 600 m.

x.Visibility is the ability, as determined by atmospheric conditions and expressed in units of distance, to see and identify prominent unlighted objects by day and night. (ICAO Doc 4444-RAC 501 13th Ed., 1996).

Example 3 (SID)

a.BPK 6F, BPK 6G and BPK 6H.

b.After take-off from runway 23 fly straight ahead; at a range of 2 NM from the LON Distance Measuring Equipment (DME) turn right and intercept the 122°(M) bearing from the BUR Non-directional Beacon (NDB), i.e. the bearing of 302°(M) to the NDB.

c.X = a non-compulsory airspace fix; 6 NM direct from the LON DME. 7 NM along the curved track.

d.421 kHz.

e.i) Above 3500 ft but not above 6000 ft.

ii)Above 4000 ft but not above 6000 ft.

iii)At 6000 ft.

f.Ground distance = 32 NM; at 4 NM/min ETA = 0613 + 8 min; Ans. 0621UTC.

g.Speed limit: 250 kt IAS below FL100 unless otherwise cleared by ATC.

h.At 6 NM from the LON DME turn right to intercept the 058°(M) track to the CHT NDB (i.e. 238°(M) bearing from the NDB). At CHT intercept the 248 radial from BPK VOR/ DME to fly inbound to the beacon.

i.1080 ft (QNH), 1000 ft (QFE).

j.Maintain a minimum climb gradient of 243 ft/NM (4%) to 4000 ft.

k.972 ft/min.

l.2100 ft; 1000 ft.

m.Transition Level is given by ATC; Transition Altitude is 6000 ft.

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n.118.82 MHz.

o.25 NM radius, unless annotated otherwise, centred on the airport.

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															Answer
FROM	TO	AWY/	FL	VRN.	W/V	TR.	TR.	HDG.	TAS	WC	GS	DIST	EET	ETA	Airways
		SID/STAR			(MAG)	(MAG)	(TRUE)	(MAG)
EGLL	D12 LON	MID 3G	ß	4W								14	6	0629	1Exercise
D12 LON	MID (TOC)	MID 3G	ß	4W		202	197				340	16	3	0632
MID (TOC)	BOGNA	A1	250	4W	305/85	150	146	155	390	+73	463	25	3	0635
BOGNA	HARDY	ATS	250	4W	305/85	120	116	119	390	+83	473	32	4	0639	(LOG)
HARDY	UIR BDY	UA47	250	4W	305/60	146	142	149	390	+55	445	9	1	0640
UIR	DPE	UA47	250	4W	305/60	146	142	149	390	+55	445	33	4.5	0644.5
DPE	SOKMU	STAR	ATC	3W		167	164				370	37	6	0650.5
SOKMU	MERUE(TOD	DPE	ATC	3W		100	097				300	17	3.5	0654
MERUE(TOD)	LFPG	1W	ATC	3W								40	12	0706
										TOTALS		223	43

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